Nate Ryan

Ryan Hines

Podcast: Life as a gay team member working in the NASCAR community

2 Comments

As a racing fan growing up in rural Ohio, Ryan Hines heard the generalizations about intolerance in the testosterone-charged world of motorsports.

But his first-hand experience has been the opposite.

“I think NASCAR gets a generalized and stereotypical outlook that it’s homophobic and hypermasculine and there’s not any room for people who are gay to be in it,” Hines said during the latest episode of the NASCAR on NBC Podcast. “From my experience, it’s really a great community. I’ve met nothing but love and respect from everyone I’ve come across in the sport.

“It’s crazy that growing up I never thought I could be gay and work in NASCAR. I feel a lot of people who may be gay and have aspirations probably have that same mindset that I had growing up. I think it’s important there are role models for those people. Being an example of this guy is gay and is working in NASCAR and able to be himself and do what he loves to do, people being able to see that and know they can do it, too, is a step in the right direction. Having that representation is important.”

Hines, 23, is a coordinator of Xfinity brand content at Stewart-Haas Racing, where he works primarily with handling Chase Briscoe’s schedule and also handles media requests, video content and the team’s podcast.

He entered the NASCAR industry a week after graduating from Ohio State in May 2018, starting at Hendrick Motorsports. The Pleasant Hill, Ohio, native has been around racing (also working at Eldora Speedway through high school and college) for longer than he began publicly talking about his sexuality.

Hines has been out as a gay man since his junior year of high school and initially was concerned about how that would be perceived by racing co-workers.

“You’re told the stereotype of what racing is, and that fans and people involved aren’t accepting,” he said. “You hear that it’s a ‘redneck’ sport, and you associate Southern redneck roots with homophobia, whether it’s true or not. Now that I’m working in the sport, I see past those stereotypes and generalizations and have come to realize that most people in the sport are average people. They don’t care. They want you to be you. If you are who are to them, they’ll respect you for that.”

Hines said his sexual orientation comes up in casual conversation with other team members and without “anyone reacting negatively to it.” In sharing his story on the podcast, Hines hopes to help make it easier for other gay members of the NASCAR community who are reticent about being comfortable enough to discuss it.

“People don’t realize how much effort it takes to hide,” he said. “It’s exhausting because you have to worry about what you do and say.”

NASCAR has launched many initiatives (most famously its Drive for Diversity) over the last 15 years aimed at increasing its fan base among minorities and women.

As Major League Baseball, the NBA and other pro sports leagues have held gay pride nights that help build audience inclusion, Hines would like to see the same in NASCAR but said it’s also trickier.

“You have to be careful with that because there’s the stereotype of what the fan base is,” he said. “You don’t want to seem opportunistic. Launching a clothing line or holding an initiative, you want it to be genuine. I think NASCAR definitely needs to show they are welcoming, but they are struggling with how they do that and don’t seem opportunistic.”

Hines isn’t the first to discuss being gay in the NASCAR industry, but there have been no high-profile members (such as drivers or crew chiefs). In auto racing, five-time Rolex 24 champion Hurley Haywood is likely the most famous driver to have come out (discussing it in a documentary this year that he talked about as a NASCAR on NBC Podcast guest in April).

Hines believes it would be difficult for a driver to come out, but “I think they could come forward and find a lot of acceptance. You’re always going to have people who will say negative things. You’ll have that in any aspect of life. I’d love to see a driver, crew chief or an engineer come forward and embrace who you are and being truthful and honest. You’ll find a lot more acceptance and respect than you’d ever think you could.

“By and large, most large companies in NASCAR sponsoring in some capacity, they wouldn’t bat an eye as long as you aren’t bringing negative publicity and being authentic to who you are. They won’t have an issue with it. As long as you’re performing and a good ambassador to the brand, I don’t think the sexuality really matters.”

Hines said it is a delicate issue to discuss because he doesn’t want to be viewed as “a huge agent of change.

“I don’t want to be this huge trailblazer and try to take on a huge campaign,” he said. “But it’s important to be open and honest about it. The more people who see it as everyday life, the easier it can be.”

To listen to the podcast, you can click on the embed above or via Apple Podcasts, Spotify, Stitcher, Google Play or wherever you download podcasts.

Ryan: Where could Matt DiBenedetto be heading next season in Cup?

7 Comments

BRISTOL, Tenn. – The audition essentially is over for Matt DiBenedetto, who again proved Saturday night at Bristol Motor Speedway that he is worthy of keeping a ride in NASCAR’s premier series.

Do withering auditions now begin for scads of other drivers whom DiBenedetto has outperformed for two months (his runner-up finish after leading a race-high 93 laps is his third top five and fifth top 10 in nine races)?

As NASCAR on NBC analyst Steve Letarte said during the NBCSN broadcast (and has said before), “I can give you a list of drivers who should be scared to death of Matty D. because he deserves their seats.”

There could be team owners feeling some heat, too, by remaining complacent. Bristol winner Denny Hamlin said on the NBCSN postrace interview in victory lane, “all you car owners are idiots” if DiBenedetto didn’t land a Cup ride in 2020.

“There’s many car owners that finance cars that are on the racetrack, good teams,” Hamlin said later in his media center interview. “They got to step up and grow some balls and take a chance on somebody they really believe in. That or they can continue to run 15th.”

Hamiln said numerous times that there is “no doubt in my mind” that DiBenedetto will land “better even than he is right now.”

The question is where, and the chattering classes of NASCAR were in overdrive this past weekend at Bristol Motor Speedway, trying to chart how the annual parade of driver movement will unfold (after it began in earnest last week later than normal).

A few important parameters:

–While contracts are important, they can vary as to how ironclad they are because of results clauses and options. DiBenedetto originally was announced as having a two-year deal last October with Leavine Family Racing, but the team actually had to approve his renewal. A driver can be “set” for next season and still be removed.

–The possibility always exists that a team with fewer than four drivers could add a car for DiBenedetto, but the reality is highly unlikely anyone would.

–Before being informed Aug 13 that he wouldn’t be returning to LFR, DiBenedetto said he hadn’t talked to any other teams about 2020.

Here’s everything we seem to know about the status of major rides next year, in a team-by-team analysis:

–Chip Ganassi Racing: Kyle Larson is under contract through next season. Kurt Busch, who has had Monster sponsorship the past five seasons, said Friday at Bristol that he still isn’t set for next year. That could open a slot in the No. 1, but Ross Chastain is believed to remain under contract with Ganassi and probably would be the first option if Busch were to leave.

Front Row Motorsports: The full-time retirement of David Ragan opens a ride here that Front Row intends to fill, but Ross Chastain would be high on this team’s list for the No. 38 Ford, and Corey LaJoie also has been mentioned as a possibility. Michael McDowell and Matt Tifft are believed to be returning to the team.

–GoFas Racing: LaJoie is putting up solid numbers while emerging as a breakout personality, and that could draw attention and opportunities from other teams. DiBenedetto remains friendly with many on this team from his 2017-18 stint.

–Hendrick Motorsports: Jimmie Johnson (contract through 2020), Chase Elliott, William Byron and Alex Bowman (pending sponsorship finalization) all are solid for next year

–Joe Gibbs Racing: Clearly no room here with all four drivers seemingly set for next season.

JTG Daugherty Racing: Ryan Preece said Friday his deal with the team is beyond 2019. Chris Buescher was announced in August 2017 as having signed a multiyear deal. The team has ended its deals before the end of a term before, though, with A.J. Allmendinger leaving after last season despite two years remaining on an extension he signed in 2015.

Leavine Family Racing: This isn’t an option for next year with the expected arrival of Christopher Bell.

But thanks to the trigger-happy Twitter thumbs of team owner Bob Leavine, it’s known that a scenario has been discussed in which DiBenedetto could spend a season in Xfinity before returning to Cup in 2021 (when the Gen 7 car is expected to make its debut). DiBenedetto has been careful to avoid burning any bridges (he immediately thanked LFR and its team members in postrace interviews).

-Richard Childress Racing: Daniel Hemric’s contract with the team is through 2020, but he has sent signals he isn’t certain of being kept (Xfinity champion Tyler Reddick will need a Cup ride to stay at RCR). Austin Dillon, grandson of team owner Richard Childress, is set.

Richard Petty Motorsports: Bubba Wallace was signed to a multiyear deal last year and has indicated he will return in 2020.

Roush Fenway Racing: Ricky Stenhouse Jr. recently reaffirmed that he has a contract through 2021, and the team would seem very happy with Ryan Newman taking the No. 6 to the playoffs in his first season.

Stewart-Haas Racing: Kevin Harvick is set beyond this season (and probably as long as he wants to drive the No. 4). Aric Almirola came with sponsor Smithfield to SHR last year and is good through 2020. Clint Bowyer is in a contract year and while indications have been positive about his return, sponsorship on his No. 14 has been difficult, and an extension likely would include a pay cut similar to many other veterans in his class. Daniel Suarez is in his first season at SHR and said last Friday that he and the team both have options for remaining together in 2020 “but everything is looking pretty good” for remaining in the No. 41.

Team Penske: Its trio of Brad Keselowski, Joey Logano and Ryan Blaney is firm.

–Wood Brothers Racing: Paul Menard recently said he expects to be back in the No. 21 Ford next year.


In taking on Bell as its No. 95 driver next year, LFR will function much more like a de-facto fifth Joe Gibbs Racing car in a stronger alliance resembling what Furniture Row Racing had with JGR.

LFR switched to Toyota this season but was running a 2018 chassis Saturday, according to crew chief Mike Wheeler, who also said as “JGR learns stuff, we get upgrades.” Based on how well DiBenedetto ran at Bristol, where he led final Cup practice, qualified seventh and finished second, there was some speculation that the team might have received a full-fledged JGR-prepared Camry at Bristol.

“There’s a misconception out there about it being a JGR primary car,” Wheeler said. “It is a generation behind, but it’s good. If you put a good setup and good driver in it, it can go fast, and you saw that tonight.”


As difficult as Saturday night’s finish was for Denny Hamlin and Matt DiBenedetto, it was just as gutting for Mike Wheeler, who had to watch as his current driver got beat by the driver whom he guided as the No. 11 crew chief from 2016-18 before being transferred to LFR by JGR.

Though it isn’t expected that Wheeler will remain as the No. 95 crew chief next year (Bell has spoken highly of his Xfinity crew chief, Jason Ratcliff, who previously won with Matt Kenseth in Cup), Gibbs said Wheeler was under long-term contract to the team. “We all love Wheels,” Gibbs said. “He’s been a very key part to our organization. Then when he moved over to the 95, he’s just done an outstanding job over there.”

Wheeler told reporters he “definitely needed a moment to compose myself” after Saturday’s finish (as captured in this photo by Dustin Long).

“If you told us we’d ran second before we got here, but to lead the whole last stint and come up short, that was disappointing,” he said. “It’s like gosh. I don’t know why things happen to me like that. But it makes you a better person I guess in the future.”


In making the switch to 18-inch tires with the Gen 7 car, NASCAR also is considering the use of a single lug nut to secure wheels. That would be another step toward bringing NASCAR in line with IndyCar, whose common chassis by Dallara has been pushed by team owners Roger Penske and Chip Ganassi (whose teams compete in both series) as a model for the Gen 7 on cost-savings components.

The move to a single lugnut (from the current five-lugnut wheel) could be viewed as a safety enhancement by greatly reducing the possibility of loose wheels, but it also would overhaul the dynamics of pit stops and likely de-emphasize the importance of tire changers.


Brad Keselowski long has been sensitive to how private aviation in NASCAR is perceived by a fan base that formed its bonds with stars through workingman’s roots. The Team Penske driver once banned news media that traveled with him from taking photos or video aboard his plane.

In the wake of the crash involving Dale Earnhardt Jr.’s plane last week, Keselowski made another impassioned and well-reasoned defense of flying in NASCAR – particularly in the case of Bristol, which is about a three-hour drive from the Charlotte area homes of many drivers.

“It’s work-life balance,” said Keselowski, who flew into the same airport Friday morning where Earnhardt’s plane crashed the previous afternoon. “That’s the reality of it. We’re trying to be dads and be husbands. And try to leverage the privileges we have to do just that. That’s probably the easiest way I can answer it.

“My staying home (Thursday) night, I got to have dinner with my daughter. Her grandparents got to come over. That’s a big deal. I don’t get many nights like that. Michigan week, I wasn’t home at all and didn’t spend any time with my family. I look through the pictures of my daughter when she’s growing up, and it’s, ‘Oh my God, how did my daughter turn 4 years old?’ It happened like that, and it happened while I was at races in Michigan and gone all week And when I have a week like this where we can make the most of it, we’re going to try like hell to make the most of it. We were able to do that because of private aviation.

“I understand that most people might not get that concept, but most people aren’t in the situation we’re in as race car drivers that travel every week. We don’t get to skip a week. We’re not like LeBron James where we get to sit on the bench or stay home for a week or whatever it is from other sports. This is 38 weeks, and they will run the race without you. And your ass will get fired if you don’t show up. So that’s really hard to explain to people. And it’s very hard to explain to your wife and daughter when you miss something that’s really special to them. Private aviation is a great way to try to fill those gaps. And we might get a black eye because of that, but it’s something that I’m really passionate about and very thankful for.”


Facing the likelihood that he will miss the Cup playoffs for the first time in 16 years, Jimmie Johnson said Friday that failing to qualify for championship eligibility would change his goal from grinding out points to advance through rounds to focusing exclusively on getting a win with new crew chief Cliff Daniels.

The seven-time champion also would need to begin considering whether the 2020 season would be his last. In the instances of Jeff Gordon, Tony Stewart and Dale Earnhardt Jr., that decision was made months (or in Stewart’s case, more than a year) ahead of the final race. Despite his current slump, Johnson seems inclined to keep racing because “our team is getting so good, so strong” but also recognizes foresight on exit strategy is necessary.

“I know for the team, sponsor and for (team owner) Rick (Hendrick), following some sort of timeline would be best for them,” said Johnson, who turns 44 next month. “Like Jeff did and some just decide to walk away, some want a year, others want half a year. I fortunately have not put any thought into that. My commitment is still the team. I’m sure I’ll be pressed for a decision at some point, but I’m not really ready to make that decision. I love what I’m doing being on the track. If I had to pick right now, I’d sign on for more years.”

Johnson added that new primary sponsor Ally seems more focused on branding and name recognition than on-track results.


Besides some unfortunate mainstream publicity, the controversy over the removal of Slayer as the sponsor of a Rick Ware Racing car again underscored the mixed messages that the entangling alliances of sponsorship often tend to breed in NASCAR. RWR released a statement that the band’s “brand image and beliefs” did not align with the team and its longtime partners – though it probably would be more than welcome in many other corners of stock-car racing.

Slayer is one of the progenitors of death metal, a genre that is popular among the ranks of up and coming youth in NASCAR. Longtime Megadeth fan Tyler Reddick had the band on his Xfinity car at New Hampshire last month. Bubba Wallace and Ryan Blaney have noodled around as a death metal duo in social media clips and have posted videos from concerts.

The mainstream headlines last week, though (driven in part by the team’s 11th-hour cancellation), were “NASCAR says no to death metal band,” which doesn’t really help a series desperately trying to be as inclusive and universally appealing as possible in order to build audience. Sponsorship choices are made individually by teams, tracks and the sanctioning body, but their negative ramifications often can be felt across the board.


There’s another Cup alliance being considered in the Ford camp. Stewart-Haas Racing has discussed the possibility of offloading many of its cars to GoFas Racing in anticipation of its four-car fleet having a lot of extra inventory next season as it moves to the Gen 7car. It’s uncertain if the arrangement also might include technical support.

Racing chassis that are a few years old, Corey LaJoie is 29th in points with the No. 32, a spot higher than it was ranked with Matt DiBenedetto through 24 races last year.


Saturday night’s crowd at Bristol undoubtedly was better than April, but there’s been some debate over how much of the grandstands filled in after there were significant pockets at the green flag (which seemed to mostly disappear in photos of a gorgeous dusk at the track).

There is a simple way to resolve this, of course: If more auto racing tracks would release attendance, like virtually any other professional sport. The longtime excuse is that Cup tracks owned by publicly held companies don’t provide crowd numbers because they don’t want to provide “earnings guidance.”

With ISC and SMI on the cusp of being taken private and no longer required to report earnings, it would be a welcome end to the policy so that officially provided attendance figures could be used to comparatively demonstrate when a NASCAR crowd is truly a success story.

Dustin Long contributed to this report

Jimmie Johnson on brink of missing playoffs: ‘Just one of those nights’

1 Comment

BRISTOL, Tenn. – Jimmie Johnson stood smiling outside his battered No. 48 Chevrolet, joking with a few team members who gestured knowingly at the remains of the car.

The seven-time Cup Series champion is on the brink of missing the playoffs for the first time in 16 seasons of the NASCAR postseason after finishing 19th Saturday night at Bristol Motor Speedway, but it was hard to get upset after the way the cards fell over 500 laps on the 0.533-mile oval.

“Just one of those nights,” he told NBCSports.com. “We had one thing go our way, and about 15 that didn’t. It was just a shitty night.”

After starting 30th, Johnson got caught in a crash with Austin Dillon (who had suffered a right front tire failure) on Lap 80. He fell two laps down and spent the rest of the race playing catchup that now leaves him in a serious hole with two races remaining in the regular season.

The Hendrick Motorsports driver is ranked 18th in the standings, 26 points behind the cutoff line, and if a driver below him in the standings were to win at Darlington Raceway or Indianapolis Motor Speedway (as Matt DiBenedetto nearly did Saturday at Bristol), that would make Johnson’s situation even more dire.

“I think I’ve got one more shot,” he said when asked if he was facing a win-or-else situation. “I don’t know. It’s just so hard to predict. (Darlington and Indianapolis are) two great tracks for me. Two places I love. So we’ll just see what happens.”

It would help if Johnson can get a better start. Saturday was his fifth-worst starting spot in 36 races at Bristol, and the second time in the past four races that he had qualified 30th or worse.

“Without a doubt, qualifying put us in that spot,” Johnson said. “Better qualifying effort would have had us in a much better position. I wouldn’t have been near (Dillon) when he blew his tire, and life would be totally different.”

Still, Kyle Busch qualified one spot behind Johnson and was able to lead 30 laps and battle his way to a fourth.

The critical moment for Johnson might have happened just before the halfway mark. After pitting under yellow with five laps remaining in Stage 2, he sustained damage after contact with Paul Menard on the restart with two laps to go.

Though he ended the stage in the free-pass position, he had to pit again under yellow to fix a left-front fender rub – losing the free pass position and any hope of regaining the lead lap.

He got caught in a five-car wreck on Lap 373 that ripped off the right side of his car and required repairs for the energy-absorbing foam that fell out in the collision. He ended up finishing four laps down in a “respectable” 19th, his sixth consecutive finish outside the top 10.

But he seemed in good spirits after debriefing with crew chief Cliff Daniels, who doesn’t have a top 15 in three races since taking the helm of Johnson’s team.

“For as beat up as that car is and to run as we did on old tires most of the night, we had a good night, we just had a lot of bad luck,” said Johnson, who turns 44 in September and likely will need to decide soon if he will race beyond his contract expiring after the 2020 season. “I’ve got to look at the truth inside this team and how strong this team is, how good this team is geling, and I know the results are coming.

“It’s just a series of bad luck, and all of it started with a bad qualifying effort. We have to clean things up for sure. This team is really starting to gel and come along.”

NASCAR reflects on its constant air travel in wake of Dale Jr. crash

1 Comment

BRISTOL, Tenn. – As his plane began a descent into the Tri-Cities Regional Airport, David Ragan buckled his seat belt.

For a NASCAR driver, that would seem to be second nature after making a living out of driving at 200 mph.

It was a point that reinforced by the terrifying plane crash Thursday involving Dale Earnhardt Jr. and his family.

“Because you get in that habit where you sit down, and you don’t buckle up, you’re already pulling out your phone looking at it,” Ragan told NBCSports.com Friday morning at Bristol Motor Speedway. “It’s a shame that situations like that do have to happen in order to be reminded. We’re very grateful that Dale and his family were safe, but that will be a good reminder for all of us.”

The NASCAR community unfortunately needs few reminders about the realities of aviation tragedies. On April 1, 1993, defending Cup series champion Alan Kulwicki died in a plane crash on approach to the Tri-Cities Regional Airport in Blountville, Tennessee. A few months later, Davey Allison was killed after suffering head injuries in a helicopter crash at Talladega Superspeedway.

On Oct. 23, 2004, 10 people were killed when a Hendrick Motorsports plane crashed into a Virginia mountain en route to Martinsville Speedway (among the dead were team owner Rick Hendrick’s brother, son and nieces, as well as head engine builder Randy Dorton). Team owner and pilot Jack Roush also has survived two plane crashes, including a 2010 incident that robbed him of vision in his left eye.

With a 10-month, 36-race schedule, NASCAR drivers and teams are constantly in the skies traveling, and Thursday’s crash drove home that reality and the opportunity for reflection.

“As you put it all into perspective and you really realize the amount of time that you spend in an airplane and all the places that you go and things that you do and the amount of time that is required to travel, it’s definitely a reminder of things that can happen,” Kevin Harvick said. “But just thank God everybody is OK because you look at the pictures and all the things that went on, it’s amazing that everybody is OK and, in the end, that’s the best part of that scenario.  There’s really no good part of it other than everybody is OK.”

Ragan, who announced Wednesday that 2019 will be his final full-time season in the Cup Series, said “we take for granted how much of a risk we do take every week flying into small airports on small airplanes. We hop in late at night, and we leave. That is something that the sport is just accustomed to, and accidents do happen.

“Accidents happen on the roadways, in the garage area, on the racetrack and certainly on the transportation side, but (Thursday’s crash) just reminds me that you need to be grateful for every situation like that. That there are some serious situations that when accidents do happen, you need to be prepared.”

Kurt Busch said Earnhardt’s motorhome was parked next to his in the Bristol lot, and he watched Earnhardt leaving last night for home as he arrived.

“I was glad that he, his family and the pilots are OK; it’s a tough situation,” Busch said. “We all travel quite a bit and it was just tough to read about it. I’m sure the facts will start to unfold for us to figure out what happened, and I’m just glad he’s OK.

“We will miss him this weekend. I think it’s best for him to be at home. His motorhome was parked next to mine and they were leaving last night as we were pulling in. It’s just tough when you’re missing a good friend from the racetrack.”

Said Clint Bowyer: “It takes your breath away. Those are people that are our friends, family of NASCAR. When you see them in trouble like that, you see the video, that hits home, man. … That’s how we travel. (Earnhardt’s dog) Gus comes out of that thing. I can see Trip (Bowyer’s dog) in the same and my wife. I just couldn’t imagine. You really can’t put yourself in that situation. It was very, very scary for all of us to be bale to watch that and have to watch that.”

Martin Truex Jr., who was given the break by Earnhardt that led to his two Xfinity Series championships and is one the 15-time most popular driver’s closest friends on the circuits, said it was “surreal” to hear the news of the crash.

“I talked to Kelley (Earnhardt Miller) last night, yesterday on the way before coming here and just happy that everyone is OK,” he said. “It’s really a blessing. They’re like family to me. It was definitely scary. I can’t imagine the thoughts that went through their head and what they’re thinking right now, but just glad that everybody is OK. For us, airplane-wise, safety is always the No. 1 concern, and we don’t take any chances. I guess you just never know how things can play out.”

The plane crash has a little more meaning for Kyle Busch, who has the same plane as Earnhardt, a Citation Latitude, which is serviced by his Truck Series sponsors, Cessna and Textron Aviation

Busch learned about the crash from his own pilot.

“As soon as he said, ‘Junior’s plane went down’ my heart just dropped,” Busch said. “My first thing was, ‘Well, are there any survivors?’ Because you don’t know any of the details, originally, then a lot more of the details start coming out and you start hearing things. It’s a scary situation, you know?

“I know Junior’s had his pilots for a long, long time. I don’t know any of the details passed what you guys all know because I haven’t spoken to anybody. Everybody has procedures and protocol and things like that, and I feel like Cessna and Textron Aviation, those guys do an amazing job. They actually help me manage my aircraft. … It’s been a fantastic aircraft to get me from Point A to Point B, and it’s always been there for us and it’s done a phenomenal job. … My wife (Samantha) is in the air right now flying her way here on the plane and hopefully everything goes well and everything’s normal on that end.”

‘You’re the dirtiest car owner in NASCAR’: An oral history of the night Dale Earnhardt spun Terry Labonte

7 Comments

BRISTOL, Tenn. – Richard Childress slipped into a Harley Davidson T-shirt and slipped out of the pits at Bristol Motor Speedway.

He snuck up to the press box with Dale Earnhardt, who also had changed out of his famous black and white firesuit, avoiding legions of angry fans still stewing about one of the most famous finishes in NASCAR history.

There was only so long the owner of the No. 3 Chevrolet could remain incognito, though, after Earnhardt spun Terry Labonte on the last lap to win the Aug. 28, 1999 race at the high-banked short track, and Childress’ luck ran out the next morning while getting breakfast at Hardee’s after a sponsor appearance in North Wilkesboro.

“I walked in, and there was a line, and this little old lady,” Childress said recently with a chuckle. “I never will forget it, she come up to me and said, ‘You’re Richard Childress, aren’t you? I said, ‘Yes, ma’am.’ She said, ‘You’re the dirtiest car owner in NASCAR, and you have the dirtiest race driver. Terry Labonte is the finest man out there and the best race driver. You should be ashamed of yourself.’

“That’s a true story. Never will forget that young lady.”

“Yeah, it might have been my aunt,” Labonte, who was sitting alongside, cracked. “I don’t know.”

The famous dustup between Earnhardt and Labonte, which left more than 140,000 fans screaming at full volume for nearly 20 minutes after the race, is the subject of a narrative edition of the latest NASCAR on NBC Podcast.

The episode recounts that fateful full-moon night at Bristol from the perspective of several on-track principals and behind-the-scenes players in the pits, victory lane, the scoring tower and the announcer’s booth.

The most memorable part of that Saturday night? The crowd, which mostly booed Earnhardt (a nine-time winner at Bristol).

“It was the loudest moment in sports by a group of fans,” Speedway Motorsports Inc. chairman Marcus Smith said. “It was absolutely amazing. It’s one of the most memorable moments in all of sports and certainly in NASCAR.”

You can listen to the podcast on Apple Podcasts, Spotify, Google Play, Stitcher or by clicking on the embed below.

Here are some highlights of what many people recalled about one of the most controversial and thrilling finishes in NASCAR history:


            THE SETUP AND THE SPIN

The Goody’s 500 began with rookie Tony Stewart on the pole position and leading 225 of the first 251 laps. He wouldn’t lead again after that, though, as the second half of the race became a duel between the two stars who had battled for a win at Bristol four years earlier (when Labonte crossed the finish line sideways after being wrecked by Earnhardt at the checkered flag).

Labonte took his first lead on Lap 300 and traded the lead with Earnhardt seven times over the final 200 laps.

Kevin Triplett, then-NASCAR director of operations who was one of the officials in the scoring tower: “It came down to Dale and Terry. They changed the lead several times. It was similar to a really close basketball game where the lead gets swapped a lot and Terry would take it for a while, Dale would take it for a while. There are all of these other things that go on in a race at Bristol, but they had settled in that this was going to be between the two of them. Little did we know at that point how much it was going to be between the two of them.”

Andy Graves, crew chief for Labonte: “Terry is one of the smartest drivers I’ve ever worked with. He’s one of those guys all of a sudden you look up with 100 laps to go, and there he is. He was just real quiet, methodical, going about his business. Took care of the car really good and always would be able to communicate back the changes that he knew he was going to need for the last 100 laps. We always had good finishes at the end.

“We really weren’t very good the first half of the race, but as the rubber laid down, and it started getting choppy that’s what we had tested for, and sure enough, our car came in, and I think from Lap 300 on, we definitely had a pretty good car.”

Labonte was pulling away from Earnhardt with 15 laps to go when smoke began trailing from the car of his younger brother, Bobby. Fluid on track from the expiring engine caused Jeremy Mayfield to spin, bringing out a yellow. As Labonte slowed down from the lead under caution, he was hit from behind by Darrell Waltrip, who was scrambling to get a lap back during an era in which NASCAR still allowed racing back to the caution flag.

Labonte: “Darrell said he sure was glad Dale spun me out, otherwise, he’d have been the one blamed for it. When the caution came out, you raced back to the caution. It was a gentleman’s agreement. You didn’t do that unless you were unlapping yourself or keep someone a lap down. I was lapping Brett Bodine, I eased off the gas, and Darrell ran into the back of me, turned us around. Sitting there backward thinking, ‘This is wonderful.’ With 10 laps to go, backward in 3 and 4.”

Graves: “It was really a no-brainer to pit at that point after getting spun out. He had already had flat-spotted the tires. That really wasn’t that much of a magic call. You pretty much had to do that. In those five laps of green for Terry to get back to Dale and get underneath him and clear him was pretty amazing. Terry was on a mission that night for sure.

Labonte restarted in fifth on the final green flag, quickly passing Mark Martin, Jeff Gordon and Tony Stewart. He had gotten past Earnhardt off Turn 4 to take the white flag before they made contact.

Andy Graves: “Usually when you’re chasing down the leader and coming to the white flag off Turn 4, and you see your driver get underneath the leader, usually, you’re pretty happy. You’re thinking, “OK, we’ve got it.” Right then, I was like, ‘This is not going to end well at all.’ I had this weird gut feeling, and unfortunately, where we were pitted, I had a clear shot to see Terry drive into Turn 1. He had to enter lower because he was side by side by Dale, and unfortunately, the car bottomed out. If you watch the replay, sparks came out, which shot Terry up the track just enough that’s how Dale was able to really plant him in the left-rear corner. I think if Dale had hit him square in the back bumper, we would have been fine. But unfortunately with bottoming out and shooting up one groove, it was just enough. Of course we were upset, but I think my first reaction was, “Yep, I knew that was going to happen.’ ”

Labonte: “I got under Dale on the white flag. I had a bad angle, the car bottomed out, and Dale got in the back of me. We spun out off 2, and that was the end of race for us. Made for some exciting highlights.”

One final attempt at revenge backfired for Labonte after he was spun.

Labonte: “I was sitting there on the back straightaway and had my car running again and had it in reverse, and I saw him come off Turn 2, and he was rolling down the back straightaway, and I had it timed perfect, and I thought to myself, just like it was yesterday, I said, ‘Well that No. 3 might be going to victory lane, but this No. 5 is going to be stuck in the side of it.’ And I was going to back into him and T-bone him. And I had it timed perfect, and when I popped the clutch and gave it the gas, it tore reverse gear out, and the car moved about a half-inch. And just let all the wind out of my sail right there.

“I was like, ‘Well, guess that wasn’t meant to be, either.’ Probably a good thing looking back on it that reverse gear tore out of it, because we probably would have had a heck of a fight with our crews and stuff, so … that probably wouldn’t have been good for any of us.”


              THE AFTERMATH

A crowd of 140,000 remained riveted by the postrace scene, incessantly cheering and booing at ear-splitting volumes as replays and interviews were shown on the large video screen in the middle of the infield.

Dr. Jerry Punch, ESPN pit reporter who interviewed Earnhardt in victory lane: “Probably the most eerie time I’ve ever seen in a victory lane. Every word he said, it got a little bit louder. You know the end of a race, three hours of engine roaring. Thunder Valley, Bristol Motor Speedway, and it gets quiet when the race is over, the guy in victory lane cuts his engine off, everyone shuts their engines down, and it gets nice and quiet. It’s almost eerie. Well, that didn’t happen that night. Earnhardt comes in, the sparklers go off, he shuts the engine off, and it got loud. It got very, very loud.

I’m looking at him, and I probably did half of his 76 victory lane interviews. He’d be smiling and stroking that big bushy mustache. He looks around in a look of bewilderment like, ‘What’s that noise?’ Because literally, there were 140,000 people there, and every single one of them had an opinion on what had just happened. They weren’t all booing. There were a lot of diehard Earnhardt fans there, but there were probably 40,000 Earnhardt fans, and 100,000 who were fans of the other 41 drivers. They all had an opinion. Some were gesturing you’re No. 1 with different fingers. He climbs out of the car and almost before I can ask the first question, he’s apologetic. He says his first phrase, ‘I meant to pay him back,’ and then he goes on. ‘Really just meant to rattle his cage.’ It touched him these were people who were screaming, frustrated and angry. But within a few seconds, he’s Earnhardt, so he won the race and was going to enjoy victory lane, but for just a moment, there was that bewilderment and all the noise.”

Elliott Sadler, who was a rookie making his third Cup start at Bristol: “I remember it like it was yesterday.  What I remember the most is two things. One, Bristol has always done a great job of having the big video screen when they do interviews and stuff so the fans can be a part of the interviews after the race and stuff like that. I just remember how loud the fans were booing and all of that. Half of them cheering, half of them booing when Earnhardt was giving his explanation and all the stuff going to victory lane with Terry Labonte and all that. How loud that place was after the race. It’s probably as loud as it’s ever been at any racetrack that I’ve ever been to. And then people were throwing things. The fans were throwing things and not very happy about the outcome of the race. That’s what I remember was how loud it was. The emotion that was in that stadium after that race.

“I remember getting out of the car and the crowd was going crazy and reacting to everything going on. Loudest postrace I’ve ever been a part of. It was absolutely amazing. So much energy in that stadium. It was awesome.”

Dustin Long, NBCSports.com editor who covered the race in his first season on the NASCAR beat: “I remember being up in the press box 20 minutes later pounding on the keyboard, and I heard all this noise again. I looked up, and they were replaying the last lap of the race, and when it came to the bump, all the fans were booing. Three-fourths of the stands were still full, and no one wanted to leave.”

David McGee, Bristol announcer who interviewed Earnhardt on the track PA: “My biggest recollection of that night was the crowd. When the incident happened, 140,000 people or whatever capacity at that time. Most of them were cheering. But you could hear the boos 70-30, 60-40, whatever. And as events wore on over the next few minutes. The booing got louder. Earnhardt was always super popular at this racetrack, and to hear that kind of booing for Earnhardt here. That was remarkable.

“So he comes to victory lane, Jerry Punch does the first interview. We carried PRN over the PA. I go up and ask the same stupid question that he just answered twice. By now, the crowd is really into it. He says it again: ‘I didn’t mean to wreck him. I meant to rattle his cage.’ The crescendo of boos now is like 70-30 against Earnhardt. He was looking around like, ‘Wow, did I make people that mad?’ You could see the look on his face.

“My other vivid memory of that night is nobody left. We’re 10 minutes after the race, usually the crowd is flying out the gate. Everybody stayed. I don’t know what they were waiting for. I don’t know if they thought there was going to be a big fistfight. Finally, Terry Labonte finally came out of the hauler and talked to PRN. He made a comment about, ‘He never means to wreck anybody but he wrecked me anyway.’ The crowd is losing their mind at this point. Jeff Byrd, our general manager at the time, we’re standing in victory lane taking in this scene, and Jeff said, ‘Turn that off, we’ve got to get these people out of here. People are way too upset now.’ I go find our sound guy working in victory lane, and he cut everything off. Silence. Then the crowd starts to dissipate and everyone starts to leave. The energy was just … it was a full moon night. If we’d have kept interviewing people, people would have stayed to watch. They were expecting something else to happen.”

Triplett: “And as loud as it was in the grandstands, on the other side of that glass (in the control tower), I think I remember was a bit of silence from the rest of us just standing there like what just happened? And on the other side of the glass it was anything but silence. I mean this place … I’ve been in and around racing and watching races since ’86-87, and I’ve never heard a combination of cheers and boos and jeers that was that loud at one time in my life, and I don’t remember ever hearing Earnhardt getting booed. Now it wasn’t exclusive. There were cheers and people with 3 hats and black hats waving, before he even got back around on his cooldown lap, it was crazy. I guess the easiest way to explain it was sheer emotion. Regardless of if people were happy he won or mad, everybody, and I usually don’t like absolutes, but I think everyone in the grandstands was yelling something, whether positive or negative.”

George Shaw, Bristol fan who has been sitting in the Turn 1 grandstands since 1997: “I guess the one thing I remember the most, even Earnhardt fans were booing Earnhardt that night. Which kind of amazed me. Because he got booed a lot anyway, but for his own fans, some of them to be booing him, was something I’d never experienced before. One of my best friends was sitting in the row right in front of me and he’s a diehard Earnhardt fan, he’s probably got 300 Earnhardt diecasts and everything. He was booing him. Which absolutely shocked me.”

Chocolate Myers, gas man for Earnhardt: “All the cheers and boos from the fans, the one thing that Richard Childress told all of us, ‘Boys, you may want to take those Goodwrench shirts off before you leave here tonight.’ I took his advice. I had on a T-shirt. When we left that racetrack that night, there were so many people out there, that it was a little scary to be quite honest with you. Because I was so big, I could take my uniform off, and they could still spot me. So I was a little bit concerned. To be part of that back in those days and go there and now be friends and be able to relive those memories, it’s awesome.”

Childress: “Yeah, we had our concerns because there was people that were really upset. I put on a Harley-Davidson T-Shirt when I left. I actually wore it up to the press box with Dale. Yeah, there were some people that were upset. The little old lady the next day in North Wilkesboro who told me I was the dirtiest car owner that had ever been in NASCAR and had the dirtiest driver that had ever been. I thought she was going to whip on me right there at Hardee’s.”


              CRIME AND PUNISHMENT?

Would NASCAR penalize The Intimidator or even strip the victory? Was the move intentional enough to merit punishment? That was the discussion immediately after the race and in the days that followed among many.

Triplett: “We watched the replay. How do you make that decision of what was going through someone’s mind? There have been times I’ve been in the tower and it was fairly easy. There would be one driver who shall remain nameless, I think it was the last race he wore white gloves. We noticed on the replay there was a very distinct turn of the white gloves. I don’t think he ever wore white gloves after that. We were able to tell there was a very distinct movement of the steering wheel into the car beside him. So that was a much easier to decision to make. We felt confident there was intent there.

“This one, because of the emotion and the reaction, I don’t think we were prepared to do anything at that point anyway. I think it was we’re going to look at this, review this and take a look and see. Because you don’t want to add, regardless of booing or cheering, you don’t want to add fuel to that fire at that point. If you’re going to make a decision, it needs to be with all your faculties about you where it’s not on emotion. It’s on what you have in front of you. Anything that occurred that night would have been on emotion. That was an emotional night.

“It was one of those things like what is the basis (for a penalty)? There were double-digit cautions. How is that any different from the wreck that happened 10 laps earlier for Terry to get tires? We have to peel away all of these other layers of the onion and the emotion. We had to decide what did we know happened and how does that compare to any other racing incident coming to the checkered flag over the course of the years. We decided there’s no there there, or at least not enough to do anything. I think there was a reaction to that. I think some people were disappointed there wasn’t a fine. I don’t remember us ever discussing the win not being a good win. It was more is there a fine or probation. That sort of thing. I don’t ever discussing the win being part of the equation. Then it was how do we determine if there’s a penalty.

Larry McReynolds: “This was a Saturday night race, and on Monday, we were flying to St. Louis to do some more testing with the 2000 Monte Carlo. I got to the (airport) early Monday morning, and Dale drove up. I said, ‘That was an interesting finish, wasn’t it?’ And honestly, it was just him and I standing there, and he kind of dropped his head and said, ‘I’m telling you, that’s not the way I wanted to win that race. I’m not going to give the trophy back, I can promise you that. I really just wanted to nudge him and move him on up out of the way. I hate the outcome was what it was. I know everybody is upset with me. That’s not the way I wanted it.’ I said ‘Dale, I don’t know if I’m buying that or not. You may convince someone else.’ But he seemed very sincere that’s not the outcome he wanted. He was selling, but I wasn’t buying. Because I worked with him and knew what he was like at Bristol.”

Childress: “I talked to Dale the next morning. Honestly, he didn’t mean to wreck Terry. He meant to move him out of the way. The one thing I remember about it was how close we come to losing the race. I think it caught Dale a little off guard that he did wreck, and that Jimmy Spencer almost won the race that night.”

Labonte on when he talked with Earnhardt: “It was the next week at driver introductions. I never will forget it. We were sitting there, and it just so happens we had qualified kind of close to each other at Darlington, and we went to driver introductions, and everybody was standing around waiting for the time to get introduced, and I turned around, and he was standing there, and we kind of looked at each other, and John Andretti was standing there, and John looked at me and looked at Dale and said I’m standing in the wrong place, and that just broke the ice, and everyone kind of laughed about it. We went on around that race.”


              THE LEGACY AND THE WAY OF THE INTIMIDATOR

Triplett: “In the legend of NASCAR fandom, it’s become in some instances the legend of NASCAR Woodstock, where 600,000 people were at Woodstock, but 300 million people say they were there. The number of people who say they were at that ’99 race and talk about it is just amazing. And maybe they were I don’t know. It’s just crazy at what happened and the fact that 20 years later people are still talking about it

“I’ve seen a lot of sports, but I haven’t seen anything to compare it to that. You had a couple of legends. Guys now in the Hall of Fame who had won their share of championships and races here between them. 11 or 12 wins. It was just the unbelievable emotion and was sustained and lasted. There were people still buzzing about it. Especially living here in Bristol. It’s not uncommon over the years for people to say I was sitting in Turn 2 and know exactly where they were sitting. I spent 10 years at the speedway, we would talk to season ticket holders and get their memories of why they had season tickets at Bristol. And almost every one of them would say, at some point, they would talk about ’99. It was one of those I was at Woodstock moments.”

Childress: “Dale was a great driver everywhere, but he was really a master when it come to (Bristol) and Darlington. The toughest tracks to get around, Dale was one of the drivers who could manage. He had car control. He had the feel of the race cars, and he had the vision to be able to run as close and tight as he could with cars. That’s what it takes at Bristol.”

Graves: “I’ve never watched the whole race back. To be totally honest with you. Last night just watched a little bit so I didn’t sound totally stupid with my memory here today, but it’s something that I know it’s become one of the iconic finishes in the sport. I appreciate all the history with NASCAR, but I kind of wish that we were on the winning end of that one.

Labonte: “I loved everything about Bristol and still do. It’s one of my favorite races to watch, but it was one of those deals we didn’t come out on top that, but hey, that’s just how things happened. Doesn’t take long. You get over it. You move on. If you held a grudge about something like that, you’d be miserable. If you held a grudge for every little thing that went wrong. So I was always I didn’t hold grudges.

Larry McReynolds: “I worked with Dale for two seasons of 97-98, a) he loved that racetrack. He loved Daytona, loved Talladega, loved Darlington, but he loved Bristol. I saw it all the years of racing against him. How hard he would run you at that racetrack. My last year as a crew chief, 2000, we were leading the race and probably a straightaway lead. I bet Dale was 50 laps down, and he ran Mike Skinner from the wall to the apron for 20something laps. I finally went down there and about knocked Richard off the pit box. Are you not going to do anything? He looked at me, you tell him to move over, I ain’t telling him. That was just Dale. It didn’t matter if it was for the win. It didn’t matter if it was for 10th, 20th. Or he was 50 laps down, he didn’t discriminate. He raced everybody, even his teammates, just as hard.

“I remember one of the races I was working with him, we got ready to go out for final practice, and he was just about to back out, and I said hold on a minute, hold on a minute. Just sit tight a second. I went digging through the toolbox. He went, “What are you looking for?” I said a hammer. What do you want to do with a hammer? I said I’m going to go ahead and just beat the front end off it because I know that’s what I’m going to go tune to all night probably after Lap 10 or 15 because I know you’re going to beat the nose off and the complain about the way the car is driving. He definitely loved that little old half-mile racetrack.”

Richard Childress: “He wasn’t going to give up. He never gave up. One thing that made Dale so great. I remember talking to him about it. Sitting around at Daytona in a rain deal. I said Dale how in the hell do you go so good them last 50 laps or something. How do you get so strong at the very end? He said I want it worse than the rest of them. So that was the Dale Earnhardt I knew.”